EP4082916A1 - Luftfahrzeug, das mit einem übertragungssystem ausgestattet ist - Google Patents

Luftfahrzeug, das mit einem übertragungssystem ausgestattet ist Download PDF

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Publication number
EP4082916A1
EP4082916A1 EP22159632.3A EP22159632A EP4082916A1 EP 4082916 A1 EP4082916 A1 EP 4082916A1 EP 22159632 A EP22159632 A EP 22159632A EP 4082916 A1 EP4082916 A1 EP 4082916A1
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EP
European Patent Office
Prior art keywords
generator
motor
torque
aircraft
electric machine
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP22159632.3A
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English (en)
French (fr)
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EP4082916B1 (de
Inventor
Damien Mariotto
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Airbus Helicopters SAS
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Airbus Helicopters SAS
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Airbus Helicopters SAS filed Critical Airbus Helicopters SAS
Publication of EP4082916A1 publication Critical patent/EP4082916A1/de
Application granted granted Critical
Publication of EP4082916B1 publication Critical patent/EP4082916B1/de
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Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENTS OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D35/00—Transmitting power from power plant to propellers or rotors; Arrangements of transmissions
    • B64D35/08—Transmitting power from power plant to propellers or rotors; Arrangements of transmissions characterised by the transmission being driven by a plurality of power plants
    • B64D27/026—

Definitions

  • the present invention relates to the field of aircraft comprising at least one rotor participating in the propulsion and/or the lift of the aircraft in the air.
  • An aircraft may in fact comprise one rotor or several rotors comprising at least one blade.
  • Each rotor can in particular be arranged at the level of a rotor mast and be mounted on a fixed or mobile support relative to a fuselage or chassis of said aircraft.
  • the expression rotor also designates a propulsive or traction propeller participating in this case solely in the propulsion or traction of the aircraft.
  • the term aircraft can designate an airplane provided with at least one tractive propeller, a rotorcraft and for example a helicopter, a hybrid helicopter comprising a rotor participating in the propulsion and/or in the lift and at least one rotor of the type propeller, an aircraft comprising tilting rotors also known by the English expression “tiltrotor” or even an aircraft comprising several rotors rotating around axes of rotation oriented substantially vertically when this aircraft is placed on horizontal ground.
  • the aircraft can carry at least one pilot or no pilot.
  • the aircraft can allow boarding at least one passenger or no passengers.
  • Such an aircraft can make it possible to transport goods or carry out reconnaissance or surveillance missions and carry a camera, for example.
  • At least one rotor fitted to this aircraft can be driven in rotation exclusively, or not exclusively, by means of an electric machine generating a motor torque.
  • the electric machine operates in motor mode.
  • the electric machine may not drive the rotor, or even the electric machine may be driven by the rotor and brake the rotor to produce electricity.
  • the electric machine then operates in generator mode and the rotor, driven in rotation by the inertia of the rotor and a flow of air, makes it possible to generate a generating torque which is absorbed by the electric machine.
  • At least one heat engine fitted to this aircraft can be driven in rotation and allow it to be started, by means of an electric machine generating a motor torque.
  • the electric machine can be an electric starter and operates in motor mode.
  • the heat engine may for example be a piston engine or a turbine engine comprising a gas generator.
  • the electric machine does not drive the heat engine, on the contrary it is the heat engine which drives the electric machine so as to produce electricity.
  • the electric machine then operates in generator mode and the heat engine makes it possible to generate a generating torque which is absorbed by the electric machine.
  • a freewheel is usually provided with a driving part, a driven part, and a rotational connection system to connect the driving part and the driven part in rotation under particular conditions.
  • the freewheel When stopped or as long as the driven part rotates faster than the driving part around an axis of rotation, the freewheel is in an operating mode called “desynchronised” or “disengaged” for convenience.
  • the driving part does not transmit engine torque to the driven part and vice versa.
  • the driven part and the driving part are separated in rotation around the axis of rotation. In this disengaged mode of operation, the driven part and the driving part have relative to each other a degree of freedom in rotation around the axis of rotation.
  • the driving part and the driven part rotate at the same speed and jointly around the axis of rotation.
  • the freewheel is provided with at least one connecting member interposed between the driving part and the driven part.
  • the connecting member rotationally connects the driving part and the driven part in the engaged mode of operation. In this mode of operation engaged, the connecting member makes it possible to eliminate the degree of freedom in rotation previously mentioned between the driving part and the driven part.
  • the connecting member may for example comprise a ball, a roller or a pawl.
  • the driving part can be formed by an inner ring mounted on a first shaft and/or the driven part can be formed by an outer ring mounted on a second shaft.
  • the driving part can be formed directly by a first shaft and/or the driven part can be formed directly by a second shaft.
  • Such a use of a freewheel is described in particular in the document FR 3 090 576 .
  • Such a document thus discloses an electric machine connected to a power transmission box.
  • a freewheel is interposed between the electric machine and the power transmission box. In the event of a breakdown of a heat engine, the electric machine can then supply a motor torque to the rotor.
  • a freewheel synchronization aid system can be used to perform synchronization between the driving part and the driven part of the freewheel.
  • such a freewheel can only transmit a motor torque in a single operating mode of the electric machine, namely in the motor operating mode or in the generator operating mode.
  • a disengageable rotation securing device such as a clutch
  • a disengageable rotation securing device can itself, in an engaged state, allow the transmission of an engine torque both in the engine operating mode and in the generator operating mode of the electric machine and, in a disengaged state, not allowing or stopping the transmission of a motor torque both in the motor operating mode and in the generator operating mode of the electric machine.
  • a clutch is a very heavy member and has a large size making it incompatible with certain types of aircraft.
  • a clutch comprises wear parts which must be replaced regularly and which require complex and costly maintenance operations.
  • the document EN 3 102 143 A1 presents a propulsion system for a helicopter comprising a turbine engine with a linked turbine and an electric machine able to operate as an electric motor, the turbine engine and the electric machine being able to drive in rotation at least one main rotor intended to be coupled to a rotary wing.
  • FIG. 6 illustrates coupling and decoupling means 14 having a first freewheel 20 allowing passage of a first torque from a first shaft connected to a rotor 2a of the turbine engine 2 to a second shaft connected to the rest of the propulsion system, in particular to a reducer 13, and a second freewheel 21 allowing passage of a second torque from the second shaft to the first shaft, the second freewheel 21 being associated with a frangible member 22 capable of breaking when the second torque exceeds a threshold value.
  • the torque can be transmitted from the turbine engine 2, to the main rotor 5 or to the anti-torque rotor 7, through the first freewheel 20.
  • the rotor 2a of the turbine engine 2 creates a resistive torque due to a malfunction or even a blockage of the rotor 2a, causing the torque to pass through the second freewheel 21. If this resistant torque is too high, then the frangible member 22 is broken, resulting in decoupling of the turbine engine 2 with respect to the rest of the propulsion system 1.
  • the document FR 3 102 143 A1 describes the use of two freewheels arranged in phase opposition between an electric machine and a heat engine.
  • the document DE 199 41 705 A1 discloses, in particular to the figure 2 , a mechanical assembly comprising two freewheels 120, 122 arranged in phase opposition between a shaft 112 of an electric motor and a planet gear crank 117.
  • such an assembly does not relate to the technical field of aircraft.
  • such an assembly does not include two freewheels arranged in phase opposition between an electric motor and a lift rotor.
  • the object of the present invention is therefore to propose equipping an aircraft with an engine torque transmission system making it possible to overcome the limitations mentioned above. Furthermore, such a transmission system is used in the motor operating mode and in the generator operating mode of the electric machine. Such a system is light, compact and requires no regular maintenance operation. It also has the advantage of being reversible.
  • the invention therefore relates to an aircraft comprising at least one electric machine and at least one rotor contributing to lift and/or propulsion of the aircraft in the air, the aircraft comprising a system for transmitting a from a motor torque from a primary shaft of at least one electrical machine operating in motor mode to a secondary shaft and alternatively on the other hand from a generating torque of the secondary shaft to the primary shaft of the at least one electrical machine operating in generator mode.
  • Such a system then makes it possible to use, for example, an electric machine comprising permanent magnets and being devoid of brushes.
  • the rotor comprising permanent magnets may indeed possibly generate a resistive torque braking the primary shaft and the secondary shaft, or even cause an electromagnetic or mechanical blocking of the primary shaft and of the secondary shaft.
  • the desynchronized state of the generator freewheel allows the secondary shaft to be able to rotate freely and therefore not to be driven in rotation by the primary shaft of at least an electric machine if a rotational speed differential exists between the driven generator part and the driven generator part.
  • the secondary shaft is therefore integral in rotation with one or more rotors allowing the lift and/or the propulsion of an aircraft such as a rotorcraft, with one or more propulsive or traction propellers.
  • the electric machine operating in motor mode then makes it possible to generate the kinetic energy to drive the rotor or rotors in rotation during a flight phase of the aircraft.
  • the expression "arranged in phase opposition" concerning the motor freewheel and the generator freewheel means that the driving motor part and the driven generator part are integral in rotation with each other and that the driven part motor and the generator drive part are integral in rotation with each other.
  • the driving motor part and the driven generator part can be interconnected by a connecting member.
  • the driving motor part and the driven generator part can be formed by two separate parts from one another.
  • the driving motor part and the driven generator part can form a first monolithic assembly.
  • a first monolithic assembly can thus have an inner ring provided with two tracks, namely a driving track and a driven track.
  • the generator drive part and the motor driven part can be interconnected by a connecting member.
  • the generator driving part and the driven motor part can be formed by two separate parts from one another.
  • the generator driving part and the driven motor part can form a second monolithic assembly.
  • This second monolithic assembly can thus have an outer ring provided with two tracks, namely a driving track and a driven track.
  • the motor freewheel is preferably arranged between the electric machine and the generator freewheel. In this way, a maximum torque and significant loads can be supplied first to this motor freewheel by the electrical machine(s) operating in motor mode.
  • motor and generator freewheels are advantageously guided in rotation by means of guide bearings such as ball bearings or roller bearings for example.
  • the motor and generator freewheels are also advantageously lubricated by an oil lubrication system, by splashing in an oil bath or by greasing.
  • the guide bearings can be lubricated by the same oil lubrication system, by splashing in the same oil bath or by independent lubrication.
  • the system may include a generator transmission device transmitting the generator torque from the secondary shaft to the generator drive part.
  • Such a generator transmission device may in particular comprise a transmission shaft, a rotor mast, a universal joint, a rotation speed multiplier member, a bevel gear, etc. Such a generator transmission device is thus arranged between the secondary shaft and the generator freewheel.
  • the generator transmission device may include a generator fuse portion, the generator fuse portion having a predetermined generator break limit.
  • Such a generator fuse portion can also be called a "section to be broken” because it has a section whose breaking limit is the lowest compared to the breaking limits of all the other sections of the generating transmission device.
  • the generator fuse portion may comprise an axial generator element, the predetermined generator break limit corresponding to a torsion break limit of the axial generator element.
  • the generator fuse portion may comprise at least one radial generator element, the predetermined generator rupture limit corresponding to a shear failure limit of the generator radial element(s).
  • the system may include an engine transmission device transmitting the engine torque from the driven engine part to the secondary shaft.
  • Such an engine transmission device may in particular comprise a transmission shaft, a rotor mast, a universal joint, a rotation speed multiplier member, a bevel gear, etc.
  • a generator transmission device is thus arranged between the wheel free motor and secondary shaft.
  • the engine transmission device may comprise an engine fuse portion, the engine fuse portion having a predetermined limit to engine rupture.
  • this engine fuse portion can also be called “section to be broken” because it has a section whose breaking limit is the lowest compared to the breaking limits of all the other sections of the engine transmission device.
  • the limit to the predetermined motor rupture of the motor fuse portion can advantageously be chosen greater than the limit to the predetermined generator rupture of the generator fuse portion because the motor torque transmitted from the primary shaft of the electric machine operating in motor to the secondary shaft is greater than the generating torque transmitted from the secondary shaft to the primary shaft of the electrical machine operating in generator mode.
  • the motor fuse portion may comprise an axial motor element, the predetermined motor break limit corresponding to a torsion break limit of the axial motor element.
  • the engine fuse portion may comprise at least one radial engine element, the predetermined engine rupture limit corresponding to a shear rupture limit of the radial engine element or elements.
  • the system may comprise a generator transmission device transmitting the generating torque from the secondary shaft to the generator driving part and an engine transmission device transmitting the engine torque from the driven engine part to the secondary shaft, the generator transmission device being integral in rotation with the engine transmission device.
  • the engine transmission device and the generator transmission device may comprise one or more elements in common such as for example a transmission shaft or a rotor mast.
  • the generator transmission device may comprise a generator fuse portion and the engine transmission device may comprise an engine fuse portion, the engine fuse portion being interposed between the secondary shaft and the generator fuse portion.
  • Such an arrangement of the motor and generator fuse portions then provides additional safety in the event of any blocking of one of the motor and/or generator freewheels combined with an electromagnetic and/or mechanical blocking of the electrical machine. Such blocking then generates a resistive torque exceeding the generating torque and can then cause a breakage of the motor fuse portion through which the motor torque passes when the electrical machine operates in motor mode.
  • the aircraft may include a control system controlling a braking torque of the electric machine.
  • Such a control system can in particular incorporate safety means to prevent accidental control of the braking torque.
  • a braking torque can be generated mechanically or even electromagnetically and can consist of the difference between the motor torque and the generating torque.
  • This control system then makes it possible to provide protection in the event of a breakdown such as, for example, abnormal overheating.
  • the control system then makes it possible, for example, to generate a control order forcing the closing of the transistors of the power electronics of the electric machine in order to create a high resistive torque caused by a short-circuiting of all the phases of the electric machine. generating the braking torque of the primary shaft by generating a short circuit of the electrical machine operating in generator mode.
  • the generator freewheel may include a generator drive part integral in rotation with a generator transmission device transmitting the generator torque from the secondary shaft to the generator drive part
  • the generator transmission device may include a generator fuse portion
  • the braking torque of the primary shaft of the electrical machine can generate a break in the generator fuse portion
  • the aircraft may comprise at least one sensor for detecting a breakdown of the aircraft, the sensor being connected to the control system to automatically control the braking torque of the electric machine.
  • such a sensor can for example make it possible to identify a failure or any abnormal operation of the electrical machine.
  • the aircraft may comprise at least one control member for generating a control setpoint, the at least one control member being manually actuated by a pilot of the aircraft and being connected to the control for manually controlling the braking torque of the electric machine.
  • control members may in particular comprise the usual safety means making it possible to avoid involuntary actuation and untimely triggering of the control system.
  • the invention therefore relates to an aircraft 1 provided with an electric machine 3 and at least one rotor 4 comprising at least one blade or one propeller.
  • the aircraft 1 also comprises a system 2 for transmitting, on the one hand, a motor torque from a primary shaft 7 of this electric machine 3 operating in motor mode to a secondary shaft 17 integral in rotation with the rotor or rotors 4 and alternately on the other hand from a generating torque of the secondary shaft 17 to the primary shaft 7 of the electric machine 3 operating in generator mode.
  • the aircraft 1 may optionally comprise several rotors 4 driven by the same electric machine, by several electric machines connected together by a transmission box or individually each by a dedicated electric machine.
  • the aircraft 1 is described below with a single rotor 4 and a single electric machine 3 without limiting the scope of the invention to this embodiment.
  • the transmission system 2 comprises a motor freewheel 5 arranged in phase opposition with a generator freewheel 6.
  • a generator torque can be transmitted by the generator freewheel 6 from the rotor 4 to the electrical machine 3 operating as a generator, the motor freewheel being desynchronized or disengaged.
  • the motor freewheel 5 comprises a motor driving part 15 integral in rotation with the primary shaft shaft 7 of the rotating machine 3.
  • a rotational connection system comprising for example balls or rollers, then makes it possible to connect in rotation the driving motor part 15 with a driven motor part 25 in the synchronized or engaged state.
  • the transmission system 2 then also comprises an engine transmission device 35 configured to transmit the engine torque from the driven engine part 25 to the secondary shaft 17.
  • an engine transmission device 35 comprises an engine fuse portion 45 having a limit to predetermined engine rupture.
  • This motor fuse portion 45 is in fact configured to break when the transmitted motor torque is greater than a predetermined threshold value or when the resistive torque, for example braking or blocking of the motor freewheel 5 exceeds a predetermined threshold value.
  • the transmission system 2 then also comprises a generator transmission device 36 to transmit the torque generator of rotor 4 to a generator driving part 16 of the generator freewheel 6.
  • This generator freewheel 6 also comprises a driven generator part 26 integral in rotation with a connecting member 11.
  • a connecting member 11 can be an independent element or, according to another variant, form a monolithic assembly comprising both the driving motor part 15 and the driven generator part 26.
  • the driven motor part 25 is integral in rotation with a connecting member 21.
  • a connecting member 21 can be an independent element or, according to another variant, form a monolithic assembly comprising both the part driven motor 25 and the driven generator part 16.
  • a rotational connection system comprising for example balls or rollers then makes it possible to connect in rotation the driving generator part 16 with the driven generator part 26 in the synchronized or engaged state.
  • such a generator transmission device 36 comprises a generator fuse portion 46 having a limit to predetermined generator rupture.
  • This generator fuse portion 46 is in fact configured to break when the transmitted generator torque is greater than a predetermined threshold value or when the resistive torque, for example braking or blocking of the electric machine 3 and therefore transmitted to the generator freewheel 6 exceeds a predetermined threshold value.
  • Such a resistive braking torque can also consist of the difference between the motor torque and the generating torque.
  • the aircraft 1 comprises a control system 8 making it possible to possibly control a blockage of the machine electric machine 3.
  • This braking torque of the electric machine 3 can cause the generator fuse portion 46 to break. accidental.
  • Such a control system 8 then makes it possible, for example, to generate a control command forcing the closing of the transistors of the power electronics of the electric machine 3 in order to create a high resistive torque caused by a short-circuiting of all the phases allowing the generation of a short-circuit of the electric machine 3 operating in generator mode.
  • the control system 8 can comprise a control screen and a processing unit comprising for example at least one processor and at least one memory, at least one integrated circuit, at least one programmable system, at least one logic circuit, these examples do not not limiting the scope given to the term "processing unit".
  • the term processor can refer to a central processing unit known by the acronym CPU, a graphics processing unit GPU, a digital unit known by the acronym DSP, a microcontroller, etc.
  • the aircraft 1 also includes at least one sensor 9 to detect a breakdown of the aircraft 1, the sensor 9 is then wired or wirelessly connected to the control system 8 to automatically control the braking torque of the electric machine 3.
  • Such a sensor 9 can for example measure an electrical signal and make it possible to detect an electrical overvoltage or an electrical short-circuit. According to another variant, the sensor 9 can also measure a temperature and detect a significant rise in This measure. The measured electrical signal, or information generated from this electrical signal, is then transmitted to the control system 8 which can optionally analyze the electrical signal and generate, depending on the analysis of this signal, a braking torque command automatic electric machine 3.
  • the aircraft 1 can also comprise at least one control member 10 for generating a control setpoint.
  • a control member 10 may for example comprise a button or a touch screen so as to be actuated manually by a pilot of the aircraft 1.
  • This control member 10 is then also wired or wirelessly connected to the control system 8 to allow, if necessary, to manually control the braking torque of the electric machine 3.
  • a redundancy of sensors 9 and/or control members 10 can also participate in the safety means capable of guarding against a possible involuntary and/or accidental triggering.
  • the electric machine 3 in a first phase of operation, operates in motor mode and generates a motor torque.
  • This motor torque is transmitted from the electric machine 3 to the motor freewheel 5.
  • the motor freewheel 5 is then activated and the driving part 15 drives the driven part 25 in rotation because the speed differential between the driving part 15 and the driving part driven 25 is greater than or equal to 0.
  • the generator freewheel 6 is deactivated or slippery because it is arranged in phase opposition because the speed differential between the driving part 16 and the driven part 26 is less than or equal to 0.
  • the driven part 25 rotates the motor fuse portion 45 sized to transmit the motor torque greater than the generator torque, possibly taking into account a safety factor.
  • the motor fuse portion 45 then then drives the rotor 4 in rotation.
  • the rotor 4 in a second operating phase distinct from the first operating phase, the rotor 4 generates the generating torque which is lower than the motor torque.
  • the rotor 4 rotates the generator fuse portion 46 sized to withstand the generator torque with a safety factor.
  • the generator torque is then transmitted to the generator freewheel 6.
  • the generator freewheel 6 is activated because the speed differential between the driving part 16 and the driven part 26 is greater than or equal to 0 and the motor freewheel 5 is deactivated or slippery because the speed differential between the driving part 15 and the driven part 25 is less than or equal to 0, the motor freewheel 5 being arranged in phase opposition with the generator freewheel 6.
  • the driving part 16 rotates the driven part 26 and the connecting member 11 This connecting member 11 for its part drives the shaft 7 of the electric machine 3 operating in generator mode.
  • the senor 9 can make it possible to detect the resistive torque generated by the electric machine 3 or even to detect a rise in temperature resulting from an abnormal thermal loss and to transmit this information to the control system 8.
  • the generator fuse portion 46 breaks, thus allowing the secondary shaft 17 to be released from the braking torque transmitted to the primary shaft 7 of the electric machine 3 and consequently the resistive torque is no longer transmitted to the secondary shaft 17.
  • the secondary shaft 17 no longer transmits generating torque to the primary shaft of the electric machine 3 operating in generator mode.
  • Such an electromagnetic braking torque can be applied to avoid, for example, a risk of fire in the aircraft.
  • the invention therefore relates to an aircraft 1 provided with an electric machine 3 and at least one heat engine 14.
  • the invention also relates to a system 2 for transmitting, on the one hand, a motor torque from a primary shaft of this electric machine 3 operating in motor mode to a secondary shaft integral in rotation with the heat engine(s) 14 and alternately on the other hand from a generating torque of the secondary shaft to the electric machine 3 operating in generator mode.
  • the aircraft 1 is therefore also equipped with a transmission system 2 and may optionally comprise several engines heat 14 driven by the same electric machine, by several electric machines connected together by a transmission box or individually each by a dedicated electric machine.
  • the aircraft 1 is thus illustrated with a single heat engine 14 and a single electric machine 3 without limiting the scope of the invention to this example embodiment.
  • such a heat engine 14 can be an engine with one or more pistons, a rotary engine or even a turbine engine.
  • the secondary shaft 17 can then be integral in rotation with a shaft of a gas generator of the turbine engine.
  • a braking torque of the electric machine 3 and the torque absorbed by a heat engine 14 exceeds another threshold value, the motor fuse portion 45 may break, thus allowing the heat engine to be released. 14 of the electric machine 3.
  • Such a braking torque can be of electromagnetic or mechanical origin applied to the electric machine 3 and consequently the braking torque is no longer transmitted to the heat engine 14.
EP22159632.3A 2021-04-30 2022-03-02 Luftfahrzeug, das mit einem übertragungssystem ausgestattet ist Active EP4082916B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR2104550A FR3122407A1 (fr) 2021-04-30 2021-04-30 Système de transmission et aéronef équipé d’un tel système de transmission.

Publications (2)

Publication Number Publication Date
EP4082916A1 true EP4082916A1 (de) 2022-11-02
EP4082916B1 EP4082916B1 (de) 2024-05-01

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EP22159632.3A Active EP4082916B1 (de) 2021-04-30 2022-03-02 Luftfahrzeug, das mit einem übertragungssystem ausgestattet ist

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EP (1) EP4082916B1 (de)
FR (1) FR3122407A1 (de)

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19941705A1 (de) 1998-09-09 2000-03-16 Luk Lamellen & Kupplungsbau Antriebsstrang
EP2148066A1 (de) * 2008-07-18 2010-01-27 Eurocopter Hybridmaschinenanlage und Steuerverfahren einer solchen Maschinenanlage
FR3090576A1 (fr) 2018-12-20 2020-06-26 Airbus Helicopters Procédé d’assistance pour aéronef monomoteur à voilure tournante lors d’une panne moteur.
FR3102143A1 (fr) 2019-10-17 2021-04-23 Safran Helicopter Engines Système propulsif pour un hélicoptère

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19941705A1 (de) 1998-09-09 2000-03-16 Luk Lamellen & Kupplungsbau Antriebsstrang
EP2148066A1 (de) * 2008-07-18 2010-01-27 Eurocopter Hybridmaschinenanlage und Steuerverfahren einer solchen Maschinenanlage
FR3090576A1 (fr) 2018-12-20 2020-06-26 Airbus Helicopters Procédé d’assistance pour aéronef monomoteur à voilure tournante lors d’une panne moteur.
FR3102143A1 (fr) 2019-10-17 2021-04-23 Safran Helicopter Engines Système propulsif pour un hélicoptère

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Publication number Publication date
FR3122407A1 (fr) 2022-11-04
EP4082916B1 (de) 2024-05-01

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